Engine-governor.



PATBNTED MAY 24, 1904.

W. TRINKS. ENGINE GOVERNOR.

APPLIGATION FILED JAN. 2a, 1004.

3 SHEETS-SHEET 1.

N0 MODEL.

E wlljnisssss No. 761,019. PATENTBD MAY 24, 19o4 W. TRINKS.

ENGINE GOVERNOR.

APPLICATION FILED JAN. 29,1904. No MODEL.

3 SHEETS-SHEET 2.

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W TRINKS ENGINE GVBRNOR. APPLIOATION FILED JAN. ze. 1904.

3 SHEETS-SHEET 3.

NO MODEL.

UNITED Y STATES Patented May 24, 1904.

PATENT OEEICE.

WILLIBALD TRINKS, OF YOUNGSTOW N, OHIO, ASSIGNOR TO THE WIL- LIAM TOD COMPANY, OF- YOUNGSTOWN, OHIO, A CORPORATION OF OHIO. j

SPECIFICATION forming part of Letters Patent No. 761,019, dated May 24, 1904. Application iiled January 28, 1904. Serial No. 190,924- (No model.)

T (if/ZZ wil/0771, it muy concern,.-

Be it known that I, VVILLIBALD TRINKs, of Youngstown, Mahoning county, Ohio, have invented a new and useful Engine-Governor, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1 is a side elevation of a fly-wheel governor embodying my invention. Figs. 2 and 3 are cross-sections on the lines II II and III III, respectively, of Fig. 1. Figs. 4 and 5 are diagrams hereinafter referred lto illustrating the principle of my invention, and Figs. 6, 7 and 8 are sectional detail views showing. different positions of the main and cut-off Valves.

My invention relates to the governing of engines, and more particularly that class of steam-engines wherein a main valve driven by a fixed eccentric controls the steam admission, the release, and the compression, while the supplemental cut-olf valve operated by a governor-eccentric controls the cut-off.

The object of my invention is to provide a simple and effective iy-wheel governor in which the centrifugal forces of the eccentric and eccentric-strap are utilized to assist in regulating the engine. It is also designed to provide a governor in which the relative motion between the main valve and the cut-olf valve will vary within narrow limits, while upon two pivotal pins 3 and 4. The pins 3Y and 4 are secured to links or disks 5 and 6, which turn upon stems 7 and 8, carried in suitable bearings in the frame of the governorwheel 9. With this construction the center a, of the eccentric will have the same motion 10 and 11, on which is pivoted the counterweight 12. As the centers of the pins 3 and 11 are in a straight line through the center of the disk 6 and the same is the case with the pins 4 and 10 withV relation to the center of the disk 5, the counterweight will at all times balance the eccentric and itsstrap.

The center of gravity of the counterweight is at the point d. Therefore as the center of the eccentric swings through the arc a Z) the center of gravity ofthe counterweight will move through the arc d e.

The eccentric 2 is provided with two horns or projecting slides 13 13, which are preferably cast solid with it, and similarly the counterweight 12 has two projecting lugs 14 on opposite sides thereof. Each lug 13 is connected to the lug 14 on the same side by means of a spring 15, stretched between them. These tension-springs oppose action of centrifugal force almost directly, and consequently the pins upon the disks are subject to a very small component of the centrifugal force and the spring forces, relieving strain on the pins and reducing the friction to a very small amount.

The Weight of the counterweight 12 is pref-l erably equal to the weight of the eccentric `occur Without their use, owing to the short length of the suspension-pins.

In order to explain the operation of the system, I will now vrefer to the diagrams of Figs. 4 and 5. In Fig. 4 the intermediate concentric circle f represents the path of the main eccentric, one position of which is shown at the point g. The position of the valve is determined by the horizontal distance from point g to the vertical diameter /L It. In this position of the valve the crank is on a deadcenter, and the edge and edge position of the main valve is represented by the line 7c 'f. In this position the main valve is open the distance of the line r/ Z of Fig. 4. When the eccentric arrives at the point 7c, the main valve closes, it being open a time corresponding to the angle through g to 7c. Since at the point g the crank is on the dead-center, the piston has traveled on Z only the distance g m, or about eighty per cent. of the stroke. The cut-off eccentric stands at the point p, so that the actual path of the cut-off eccentric will be represented by the inner concentric circle q. For the influence of the cutsoff valve on the steam distribution the relative eccentricity must be considered, and since the triangle fr p g rotates around r (the center of the shaft) the relative motion of point p relative to `point g is represented by the circle s. The line t c represents the edge and edge line of the cuto valve, and therefore the shaft must turn through the angle from p to t in order to close the cut-off valve. This corresponds to apiston travel from p to f1.0, or about seventy-five per cent-that is, when the governor-eccentric stands at the point p and the main eccentric at point g, with the crank on the deadcenter, the cut-off valve will admit steam for about seventy-live per cent. of the stroke.-

Referring to Fig. 5, if the governor-eccentric be moved to the point p while the crank is on the dead-center the actual -path of the cut-off eccentric will coincide with the path of the main eccentric in the circle, but the cut-off eccentric will always be behind the main eccentric the distance p' y. The motion of the cut-off eccentric relative to the main eccentric will be represented by the smaller upper circle c. As 71170 represents the-edge and edge line, the valve will close when the cut-ofil eccentric has arrived at the point where the line f: e/ cuts the circle e, and as p' corresponds to the dead-center of the crank the piston will have traveled the distance from p to z', or about forty per cent. of the piston travel. In other words, the cut-off will take place at forty per cent. of the piston travel.

If the cut-off eccentric be swung out farther to point p", Fig. 4, while the crank stands on the dead-center, the actual path of the cut-off eccentric will be the outer concentric circle g', but the relative path of the cut-0H eccentric with regard to the main eccentric will be represented by the circle .au As t c is edge and edge position, the valve has closed before the piston is at the beginning of the power-stroke. Consequently absolutely no steam will be admitted. It will therefore be seen that if an eccentric be swung on the path p p of Fig.

4 while the main eccentric stands at g a valvemotion is obtained which varies the steam admission from Zero to seventy-five per cent., with a small variation of relative travel of the valves. To accomplish this, the eccentric should be suspended on a point, such as .7'

of Fig. 4, and swung in the lgovernor on the path p p".

The location of the suspension-point j is determined by practical and structural reasons, and I therefore locate it on the circle s of Fig. 4. If so located, the angle made by the eX- treme positions of the governor-eccentric with point 7' as apex will be sixty degrees. This sixty-degree position is taken as a compromise between two conflicting conditions. For the sake of easy calculation and regulation independent of external force, such as friction of the eccentric-strap on the eccentric, the point j' should be outside of the circle, while for the sake of smallness of variation of the relative eccentric the angle should be greater than sixty degeees, or, in other words, the point should be inside of the circle. I consider the sixty-degree angle as thebest compromise between these elements.

Thelsystem of motion of the cut-off valve represented by the diagram Fig. 4 may be either enlarged or reduced, provided that the motion is finally modified by rockers, so that the travel of the cut-off valve will be equal to twice the radius 7" t when governor is out and equal to twice the radius r p when governor In Fig. 6 I show the position of the main valve 17 and cut-off valve 18 when the crank is on dead-center and the governor-eccentric is in the position for maximum cut-off. In Fig. 7 I show a similar position of the valves with the governor-eccentric in position for a minimum cut-off, and in Fig. 8 I show the relative position with the crank on dead-center and the governor-eccentric inl position for fortyper-cent. cut-olf.

The advantages of my invention result from the narrow limits of variation for the relative motion of the main -valve and cut-off. At the same time a wide range of cut-off and power is afforded. No separate centrifugal weights need be employed, and the centrifugal force of the eccentric and eccentric-strap, which in the majority of governing systems are disturbing forces, are utilized in my governor for regulating the engine. The centrifugal force of the reciprocating parts of the valve-gear .is equivalent to the effect of one-half their mass when rotating concentrated at the center of the eccentric. Therefore the reciprocating part of the valve-gear is utilized in my governor to help the regulation. The use of the guides prevents binding and wear of the pivotpins. The eiiiciency of my improved system will be obvious to those skilled in the art by examination of the valve-diagram shown.

Many variations may be made in the form lOO IIO

and arrangement of the governor and its parts n without departing from my invention.

I claiml. In a steam-engine shaft-governor, an eccentric supported on pivotal links and a counterweight .carried on diametrically opposite extensions of said links; substantially as described.

2. In a steam-engine shaft-governor, an eccentric and a counterweight, links suspending the same, and coiled springs between the eccentric and the count'erweight and arranged to oppose the centrifugal Jforce; substantially as described.

3. In a steam-engine shaft-governer, an eccentric, and pivotal links supporting the eccentric, said eccentric being arranged so that its centrifugal force and that of its strap as'- sist the regulating of the engine; substantially as described.

4. In a steam-engine shaft-governor, an eccentric supported upon pivotal links, lateral lugs on the eccentric, and guides for said lugs; substantially as described.

5. In a steam-engine shaft-governor, a pair of pivoted links, an eccentric pivoted to pins at one side of the links, a counterweight pivoted to pins at the opposite sides of the links, and spring connections between the counterweight and the eccentric; substantially as described. v.

6. In a steam-engine shaft-governor, an eccentric and a counterweight, each supported on pivoted links, the counterweight being substantially equal in weight to the weight of the eccentric and strap and so arranged that its center of gravity is at all times diametrically opposite to the center of the eccentric with reference to the center of the main shaft; substantially as described.

7. In a steam-engine shaft-governor, an eccentric, and a counterweight suspended on pivotal links and arranged to oppose the weight of the eccentric and strap in all positions and to assist by its centrifugal force in regulating the engine; substantially as de-l scribed.

In testimony whereof I have hereunto set my hand.

WILLIBALD TRINKS. 

